Train-control system.



i. v. B. MURRAY. MQW TRA, I CONTROL SYSTEM.

i APPLICA] 0N LE) FEBA 10| 15H31 1,213,892, Patented Jan. 30, 1917.

ll SHETS-SHEET 51H uam/cor,

fray) informent @XH/Ilmenau W. B. MURRAY.

TRAIN coNTRoLsYsTEM.

APPLICATION FILED FEB. 10. 1913.

1,213,892.' Patented Jn. 30,1917. v 11 HEETs-s HET 2.

x 70.9 M 7m I f y l Y l y n vanto@ WB-Muray,

wi/mmf@ 4.

W. B. MURRAY# TRAIN CUNTROL SYSTEM. .PL|cAT|on FILED rfmxo. 1913.

Pated Jan. 30,1917.

'1I SHEETS-SHEET 4.

Patted Jan. 30, 1917.

l! SHEETS-SHEET 5- .umili/1110A 'u'- w. B. MURRAY.

, 'TRAIN CONTROL SYSTEM.

y APPLICATION FILED FEB. 10, 191,6. n 1,213,892;

///////////////////////// v//////%/v AN// MJ 3 6 JN A 7 7 am O Witwen-:mo

ghi-@if w. B. MURRAY. `TRAIN CONTROL SYSTEM.

APPLICATION FILED FEB. L0, 1913.

- vPatented JR.n.'30,1917.V

w. 1B, MURRAY; mMNcoNTRoLsYVsTEM. `APPLICATION flL'ED FEB. l0: ISI-3A .7U .1 98 114., LE 0M nfsn arr- Tamm el t @vH/nunc W. B. MURRAY. TRAIN CONTROL sYsTgM.

/ APPLICATION ELED FEB. 10. |913. $1,213,892. 'K j Patented Jan. 30,1917.

ll ASHEETS-SHEET 9.

@wf/7 N N MXAM W. B. MURRAY.' TRAIN cumnoLsYsrEM. APPLICATION FILED FEB.10 1913.

Patented-Jan. 301917.

A l1 sains-sneu u).

mumatoz' W. B. MURRAY.

TRAIN CONTROL SYSTEM.

4APPLICATION msn fsa. l0. |913.

Patented Ja1 1.30,41917.

l1' SHEETS-SHEET u.

TIIZILZ-Iurfay,

. f collisions and other accidents.

a citizen of the United States,

STATES PATENT OFFICE.

wILLIAM B. MURRAY, or WAsHIilieroN, DISTRICT or COLUMBIA, AssIGNon To 'rim KILLER TRAIN' coNTnoI. conI'onA'rIoN, or sTAUNToN, VIRGINIA, A conPonA'rIoN To all whom it may concern:

Be it known that I, WILLIAM B. MURRAY, residing at Washington, in the District of Columbia, have invented certain new and useful Improvements in Train-Control Systems, of

f which the following is a speciiication.

My invention relates to train control s vstems, adapted for use in connection .with

' engineer, the stoppin partgof this specicationand in which like.4

steam. and electric railways for preventing important object of this invention is to providesr system of the above mentioned character, which will automatically operate in times of danger to stop the train, irrespective of the inattention or disability ofthe of the train being effected by cutting oif t applyin the brakes brakesa one.

A further object of the' invention is` to simplifythe part of the system or appa ratuswhich is mounted u on the en ine, e up thef east c eap to manufacture.

.A further object of my-invention 'is to provide a novel form of signal means operat- Ing 1n conjunction with the train stopping means, and preferably `disposed at a suitable position within the cab',l to indicate the three conditions of the: block' or track, to wit, c1ear, caution and dangen` .A further object of my invention is to provide a. system of the above mentioned character, which will give the engineer a .signal in the cab which is true to the track or block condition, .which will `automatically engine out of the active control ofthe engineer. .y

Gthcr ob'ects and advantages of 'the invention wil be apparent during thecour'se of -the following description. x i

vInthe accompanying drawings forming .a

numerals are employed to designate like partsthroughout the same, Figure lis a side view of themechanically operatedand electrically controlled mechanism, and, the air brake valve, the casing of the mechanism being shown in section for the sake of clear- TRAIN-CONTROL SYSTEM.

-,17. Specification of Letters Patent e source of power and or by applying the `brake `valve, Fig.

.. throttle lever and take care ofthe train in the event that the .signals go unheeded, and will nottake they Patented Jan. 3o, 1 917.l

Application led February 1.0, 1 913. 'Scrial'Ne 747,498.

ness, Fi 3 is an e ovation of the opposite, side of the same, Fig. 4 is a plan viewy of the air brake valve, arts thereof being shown in section for 2 is' a plan viewl of the. same, Fig.

the sa e of clearncss, Fig. 5 is a vertical sectional view taken on line 5 5 of Fig. 6, parts thereof being omitted, Fig.A 6 is a horizontal sectional View taken' on line 6 6 of Fig. 1,

Fig. 7 is a trans parts being in elevation, v'erse vertical sectional view taken on line 7 7 of Fig. 1, Fig. 8 is a similarfview taken on line 8 8 of Fig. 1, Fi 9 is a similar view taken on line 9 9, of Fi a similar view taken on line lO-10 of Fig. '1, Fig. 11 is an inner side .view apparatus, a portion of thef shell being removed toy more clearlg show the operating parts i thereof, Fig. 1 is a transverse sec'- tional view taken on line 12-12 of Fig..11,

Fig. 13 isa similar.V view taken vo n iie 13 13 of Fig. 11, Fig. Mis an enlarged detall section throu h the valve which operates the whistle,

gl 1,.Fi g..l0 is of the signal ig..15 is 4va similar view` 'ioV through the valve which controls the passage of compressed air. to the'v throttle lever view taken online 16 16"ofF ig. 15, Fig. 17 is a side view of an engine equlpped with "eylinder,-Fig. 116 is a horizontal Sectional the entire a-pfparatus, Fig. 18 is an enlarged front view. o t le connecting means between the shoe and the mechanically operated and electrlcally controlled mechanism, Fig. 19 is a side view of the4 same, parts' being shown in section, Fig. 20 is'a rear end View of the engine boiler taken in the cab, showing the means to operate the throttle lever and air 21 is a plan view 'of the operating means therefor, Fig. 22 is a llongitudinal sectional view through the throttle lever cylinder, Fig. l.23

is a diagrammatic view of the track andv circuits associated .therewith, -Fig. 24 is a diagrammatic view with a 'slightly different form of .means for connecting and discon-` necting-the third ramp with a source of cur-` rent, Fig. 25 is an enlarged side view .of the end of one ramp, and, Fig. 26 is a detailed` section throughthe dash ot which'causes the rock-shaft 2 7 .to turn `s owly.

In the drawings,.wliere in for the purpose of illustration, I have shown a preferred my invention, (attention be-j particularlyto Fig. 23,) the embodiment of ing lcalled more numerals 1 and 2 designate track rails, insulated at s aced intervals, as shown at 3, to provide blocks A, B, C, and `D of suitable len ths. As indicated by the arrow, `the tra c is in one direction, to wit, from right to left. Disposed preferably outwardly of the track rail 1 and suitably near the entrance end of each block is a` ramp'll, which' is inclined longitudinally upwardly in a vertical plane and comprises ramp sections 5 and 6, insulated from each other, as shown at 7. At their outer ends, the ramp sections are-connected with and insulated from extensions 8 (seeFig. 25). These extensions never have connection with the source of current and extend below the track rail 1 to engage the road bed. As above stated, the

extensions 8 never have connection with any source `of currentand serve to slightly mechanically operate the mechanism before it is operated y operation is not sufficient to actuate the train stopping means, as will be apparent hereinafter.A The ramp' sections 5 and 6 and extensions' 8 may beformed of ordinary track rails and are held in place by any suitable 'means At the right or entrance ends of the blocks A, B, and C are disposed semaphores comprising vertically swinging paddles 12, 12",.and 12, respectively. stood that like semaphores are placed at the `entrance ends of the remaining blocks.. The semaphore paddles arev adapted to assume three positions, to wit, a horizontal to indi'- cate danger, as lshown by the paddle 12, an

' intermediate position to indicate caution, as shown by the paddle 12", and a lowermost' i position to indicate a clear block, as shown f 40 y the-paddle 12e. These semaphore paddles may be either manually moved oroperated by any ordinary electrically controlled system or'systems. 'The ramp sec'- wssl tions 5 and 6 being disposed suitably near` the entrance ends of thc blocks, control the passagefof the engine or 'train from one 'to the right into the next block tothe "t the exit end of each block is disposed a source ofcurrent 12 connected by a wire 12 -withthe rail 2 and connected withthe rail 1 by. a wire 13.y Disposed at the enA trancefend of each block is a relay 14, comprisipg an electro-magnet 15, having its winding connected with the rails 1 and 2 by wires 16 andl7, asshown. fDisposed near the electro-magnet is an armature 18, which is held adjacent such electro-magnet when Athe same is energized but will automatically move away from the same when it.is denergized. As long as the block isclear or unoccupied by an engineor train, it is obvious that a ,track circuit is closedrand the electro-magnet 15 will remain energized,

In 'this closed circuit, current ows from the ramp sections, but this'- t is to be underone side of the source of current 12, through wire 12', rail 2, wire 17, electro-magnet 15, wire 16, rail 1, Wire 13, and back to the opposite pole of the source ofv current 12.

When an engine travels intothe entrance end of the block, the above referred to circuit is made through the` engine and the electro-magnet 15 is cut out of circuit and denergized, the current being short circuited through the engine.

The numeral v19 designates a source of current having one pole thereof connected with a wire 19 which is connected with the rail 1 and its opposite pole electrically connected with the armature 18, as shown.y

The numeral 20 designates a stationary contact disposed near the armature 18 and adapted to be engaged by a contact 20', carried by said armature, when the electromagnet 15 is energized. The engagement between the contacts 20 and 20 is broken when the electro-magnet 15 is denergized. The stationary contact 2O has electrical connection with a pivoted metal contact segment 21, through the medium of a wire 22, as shown. The segment 21 coperates with vstationary contacts, 23 and 24 and is provided at its curved edge intermediate the ends thereof with an insulating block 25, as shown. The contact segment 21 swings in a vertical plane and is adapted to assume three positions, to wit, an upper to bring the insulating block into engagement with the stationary contact 23 and the metal portion thereof into engagement with the sta! tionary contact 24a, an intermediate position to bring the metal portion thereof into engagement with the stationary contact 23 and the insulating block 25 into engagement with the stationary contact 24, and a lowermost position to bring the metal portion thereof into engagement with both stationary contacts 23 and 24. The contact segment 21 is moved synchronously with its signal paddle and has operative connection therewith through the medium of a rigid rod 26, pivotally connected with the paddle and the segment, as shown.

Disposed near-each of thel contact segments 21 is a switch device comprising a `horizontal rock-shaft 27, carrying insulating rolls 28 and 29, provided respectively .with metallic contact segments 30 and 31, as shown. The rock-shaft 27 is turned inone direction, as indicated by the arrow, by a gravity/ operated crank arm 32, having a suitable opening formed therethrough to receive the rod 26, such rod being provided at its lower end with a head 33. Rigidly connected with one end of the rock-shaft ,27 is a disk 34, provided with a shoulder 35, adapted to be engaged by' a pivoted holding pawl 36. This holding paWl is returned to and retained in its normal position by its horizontal arm 37. When this holding'l paw'l i is inA its normal position, its vertical: arm

engages the the turnin rection.

shoulder and thus 'prevents of the rock-shaft 27 in one di- 4. lswingdownwardly, as indicated by the ar- 10W, by an electro-magnet 38 having one end of its winding connected with a wire 39, which,5 is connected with.. a contact` 40, adapted to engage the `contact segment 31,

4when the rock-shaft 27 is in its normal position.' The opposite end of the winding of the electro-magnet. 38 is connected with normal position by .a contact 42, connected i with a wire 48, which is connected with the 2Q' r tionary contact 24 1s a wire 44, which 1s conramp section 6.'

" nected with the ramp section 5, as shown.

y is released, the y will turn the same slowly, in the direction Pivotally connected withthe outer end lf each of the gravity operated cranks 32, is a pitma'n 32, "suitably connected with a pis- This piston is mounted to reciprocate within a cylinder 34, havin a small or contracted air out- Te `c linder 34 is of course held stationary or xed by. any suitable` means. By this construction, when'the rock-shaft 27 gravity operated crank 32 of the arrow. The dash pot is so timed in its operation that a shoe (hereinafter designated by the Y'numeral 60) carried by the .engine will have 'time to travel longitudinally of the ramp section 6 to or past the l msulation 7, before the engagement is broken between the contacts 31V and ,42, such engagement howeverrbeing broken by the time the engine enters the next block to the left or by the time the shoe is engaging the ramp section 5. Any suitable means may be employed 4t0 make the shaft 27 turn slowly.

Disposed near and inwardly of the entrance end of each block is an auxiliary or thi'rdvramp 45, which y'is curved upwardly longitudinally in a vertical plane. This auxiliary ramp is connected with a wire 46, which is connected with a contact 47, which the contact segment 30.

The numeral 48 designates a co-acting contact, which engages 30 only when the rock-shaft 27 is turned upwardly upon the semaphore paddle being moved to its uppermost or danger position. The contact 48 is connected with a wire 49 connected withone pole of a source of current 50, having its opposite pole connected with 'the track rail 1 by a wire 51, as shown. If the train is traveling quite fast and the semaphore paddle should be slowly always remains in electrical connection with e horizontal arm 37 of the hold- ,ing pawl "36 is moved to release the rockshaft 27 in order that the crank arm 32 may Connected with the staf the contact segment swung toward` its upward on danger position, thetrain might reach the auxiliary ramp before the paddle had time to complete its upwardly movement. The train would then be ilnproperly stopped by the time the paddle had reached thedanger or stop position. To overcome this diiculty, I ladjustably mount the roll 28 .upon the rock-shaft 27, sothat the roll may be unl`locked therefrom and turned with relation thereto', and subsequently locked to the rockshaft 27. By thus turning the roll 28 with relation to the rock-shaft 27, one end of Jthe segment 30 may be brought sufliciently near the Contact 48; so that it will engage said contact 48, when the semaphore paddle is swungY upwardly to or near its intermediate position and before it, reaches the uppermost position.

In Fig. 24I have shown an auxiliary ramp 45 connected with the source of current 50 through means which` are operated by the relay/.14. In this figure, the numeral 52 designates a contact which is rigidly connected with but insulated from the armature 18, as shown. The wire 49 is connectedy with the contact 52. The numeral 53 designates a stationary contact which is engaged by the contact 52 only when the relay 14 is denergized. Wire 46 is stationaryr contact 53. When the train enters the block, the electro-magnet 15 of the relay 14 is deneigized andthe armature 18 will move away from said electro-magnet, whereby the contacts 52 and 53 will engage each other. It is thus seen ythat the ram 45 will then be electrically connected witi the source of current 50. Shouldthe armature 1S stick and not open, rthe auxiliary ramp 45 will have no electrical connection with the source of current, whereby the train will be stopped by the same, as will be apparent hereinafter.

In Fig. 17, is shown a one sidexand near the rear end of which is secured a bracket 55, to 4which is pivotally connected a vertically swinging arm 56, as shown, at 57. The numeral 58 designates a normally slack chain, or other flexible ele#` ment, which is attached to the securing arm 56 and to the body of the locomotive, as shown. At its lower' end, the securing arm Vlocomotive 54', to

l 56 has a depending portion 5 9, to which isI connected with the secured a shoe 60 insulated therefrom. This shoe is provided between its ends-with a recess, for receiving a hard steel block 61, having electrical connection with-the shoe and held in place by any suitable means. A. wire` 62 is electrically connected with the shoe 60 and extends upwardly for electrical connection with the mechanically operated and electrically controlled mechanism, which is mounted within a shell or casing 63, arranged as shown.

Rigidly connected with the locomotive --slot or opening 71. Connected with the col-' (see Figs. 17, 18 and 19) is ahracket64 within which is mounted avsupporting element This supporting element is connected with the bracket by any suitable means. The lower arm or horizontal portion of the bracket 64 is provided with an opening to receive a vertically movable shaft 66, which is rigidly connected with a depending rod 67. At its llower end this depending rod is forked to straddle the lsecuring arm 56 and is pizvotally connected therewith, as shown. The shaft 66 is provided with a ring or collar 68, which is rigidly connected therewith and preferably formed integral with the same. This collar serves to positively limit the downward movement of the shaft 66. The upper end of the shaft 66 lis forked to receive the lower end of a vertically swinging link 69, pivotally. connected therewith, as shown at 70. This swinging link is provided with -an inverted L-shaped lar 68 is a leaf-spring 72, which engages the link 69 to normally hold the same in its vertical or operative position.

The numeral 73 designates an upper reciprocatory shaft, which is preferably formed square in cross-section and operates within an opening 74 formed through an lextension 75 of the support 65. The shaft 73 is forked to provide spaced parts lor arms 76, between which is disposed the pivoted link 69. Between' the parts 76 and at the lower ends thereof lis, disposed a roller'77,

mounted upon a pin 77 having a portion thereof disposed in a slot 78. The roller 77 engages the horizontal shoulder 78 of the inverted L-shaped slot 71; The shaft 73 is provided with an enlarged head 79, which positively limits the downward movement of the same. Rotatably mounted upon the support 65 is a roller 80, which is engaged by the upper curved portion of the pivoted link 69, when the same is vertically moved. It is thus seen that when the lower shaft 66 is rst'moved vertically the same will move the shaft 73 vertically, until the link .69 engages the roller 80, at which time the link 69 is swung laterally whereby the shoulder 78 will clear the roller 77. Upon further vertical movement of the shaft 66 the same cannot further elevate the shaft 73.v

It is thus seen, that means are provided whereby the shaft 473 will be moved just a desired distance when thexshoe travels in engagement with the ramp, such means becoming automatically inoperative to move the shaft after said shaft has moved a desired distance. Pivotally connected with the upper end of the shaftI 73 is a'vertically extending rod 81, which is pivotally connected with a socket 82, as more clearly shown in Fig. 10.

Rigidly mounted upon the base of the shell or casing 63 (see Figs. 5 to 10) are 83', through which .is

Pivotally mounted upon the shaft 84 is a sleeve 85, having preferably cast integral therewith. The outer end of the crank 86 is forked to receive the upper end of the socket 82, these parts being p ivotally connected. Y at 87. Pivotally mounted upon the sleevex is a vertically swinging support or'casting comprising a'sleeve 88 and upstanding cranks 89 'and 90, as more clearly shown in Fig. 8. The crank 90 is provided with a longitudinal groove or recess for receiving an upstanding lever 91, these parts being held together by bolts 92 or the like, as shown. The sleeves 85 and 88 are provided with openings 93 and 94'respectively, (see Fig. 5) which are adapted to be moved into registration; Disposed within the opening 94 is a-latch or bolt 95, which is adapted to rigidly connect the sleeves 85 and 88, when the same is in its lowermost position, as clearly shown in Fig. 5. When the bolt 95 is in its lowermost or inner position, vitqis 'obvious that upon the upwardly swinging a crank 86 connected and movement of the crank 86, the lever 91 will be vertically swung.

Rigidlyy mounted upon the crank 89 is a plate 96, carrying eyes or sockets 97, as more clearly shown in Figs.` 6 and 8. These sockets receive the lower ends of a horse shoe core 98 of an electro-magnet 103 and thus serve to rigidly connect the electro-magnet,

with .the crank 89.. The horse shoe core 98 is formed of thin sheets of laminated 1 soft Iiron thus providing a magnet which may be used with either direct or alternatf ing current. sockets 97 are spaced ears 99, between which is disposed an apertured head 100 carried by avertically swinging armature 101. pin 102 or the like serves to pivotally connect the head 100y and the ears 99. The bolt 95 is rigidly connected with the armature 101. f

The numeral 103 designates the electro- Formed upon one of the" magnet coils or windings, which receiveA i therethrough the horse shoe core 98. These coils 103 are connected in series and are preferably inclosed in a shell or casing 104, v

of non-magnetic material as shown.

The numerals 105 and 106 designate bind-v ing posts connected with the endsof tlie coils 103. It is obvious that when the electro-magnet 103 is denergized, upon the upward movement of the crank 86, the sleeves 85 and 88 will be locked together, wherebyv the electro-magnet and the lever 91l will both be swung laterally in the same direction. If, however, the `electro-magnet isl energized, the armature 101 being elevated, will unlock the sleeves 85 and 88,'thus allOW- ing the sleeve 85 to turn within the sleeve 88. The electro-magnet 103 and' the lever 91 will now remain stationary when the and electrically 'controlled mechanism is disposed to the front, of the air brake valve. The air brake valve may be manually operated by a lever 112 and the same is automatically operated by a pinion 113 which is rigidly connected with the lever 112 or with the valve stem. 'Ihis pinion 113 is engaged by the rack-bar 109suchrack-bar operating within a guide-casing 114, as shown.

The numeral 115 (see Figs. 5 and 17) des-- ignates an'air pressure supply pipe having connection with a source of compressed air, as shown. This pipe 115 is connected with a. T-coupling 116, having connection with pipes 117 and 118,'as shown. The pipe 117 leads into a valve shell 119, as clearly shown in Fig. 15, which is rigidly connected with the shell 63. Movably mounted within the shell 119 is a valve 120, to control the passage oi the compressed air through pipe 121. This pipe 121 is connected with a cylinder, to be described, which operates the throttle lever. The valve 120 is shifted by a crank 122, which is rigidly mounted upon a rockshaft 123. Rigidly connected with the rockshaft 123 is a depending crank 124, (sce Fig. 5) having pivotal connection at lits lower end with a pitman or link, 125, which is pivotally connected with thc cars 99 by means of the pin 102, as more clearly shown in Fig. 5. When the electro-magnet 103' is in its normal position, the valve`120 will occupy a position to out 0H the supply of compressed air to the pipe 121. "lVhen this electro-magnet is swung laterally from its normal position, the valve 120 will be shifted whereby the compressed air will` be fed to the pipe 121. In Fig. 15 the valve 120 is shown in a position to cut of? the supply of compressed air to the pipe 121, the same then serving to establish communication between the interior of the pipe 121 and the atmosphere through ports 126 `and 127.

- When the valve is shifted or moved upwal-illy, the port 126 is uncovered, while the valve still covers the port 127, thus placing the pipes 117 and 121 in free communication with each other through the shell 119. The position that the valve 120'will occupy when elevated is shown bythe dotted lines.

` The numeral' 128 designates a throttle lever, (see Figs. 20 and 21) having pivotal connection with a fixed bracket 129, as shown. Pivotally connected 'withv the throttle lever 128 is a valve stem130, connected with the valve or throttle. fihe valve stem 130 operates Vthrough a suitable stuling box 131. y

The numeral 132 designates a fixed or stationary segment, disposed below the throttle lever 128. A spring pressed reciprocatory latch 133 vis adapted to engage the teeth of the segment `132. This latch is moved to release the throttle lever by a longitudinall extending rod 134, connected with the latc rod 134 is pivotally connected with a bellcrank lever 137, which is in turn pivotally connected with the throttle lever, as shown. Pivotally connected with the free end of the bell-crank lever 137 is a link 138, having connection with a bell-crank lever 139. This bell-crank lever .is pivotally mounted upon a fixed support or bracket 140, as shown. The latch 133 may be manually movedby a rod 141, connected with a hand grip 142, and Ybolt 135, as` shown. Pivotally connected with the inner arm. of the bell-crank lever 139,is a piston rod 143, extending into a cylinder 144, having its head 145 ,aperv tured, as shown, at 146. The piston rod 143 is connected with a piston 147,'a`s shown. The cylinder 144 is adapted to swing bodily and the same is provided at one end with an apertured extension or ear 148, having pivotal connection with a fixed. bracketY or support 149. The cylinder 1441s provided adjacent the ear 148 Withan inlet pipe 150, connected lwith the pipe 121, there `being a suitable `swiveled connection 'toallow the slight swinging movement of the cylinder. It is thus seen that when compressed air or the like is supplied into the cylinder 144, the latch 133 will be .moved to releasethe throttle lever, subsequently to which the throttle leverwill be swung inwardlyto cut oil the supplylof steam. i

The numeral 151 (see Figs.. 1 and `5 to 9 inclusive) designates astationary or fixed upstandin guide rod or track upon which is vertica ly movably mounted a carriage 152. The guide rod 151 is preferably provided with` a. longitudinal groove 15.3 for receiving the inner end of a pin 154, secured to the carriage, whereby such carriage is splined upon the guide rod 151. The ear'- riage 152 comprises a laterally extendlng arm 155, to which is pivotally connected a depending link 156, by means of a- Screw or bolt 157, passing through an enlarged head 158 of the link 156. At its lower end the link 156 carries a stub shaft 4159, which passes through the socket 82 and the forked end ot' the crank 86, such stub shaft serving to pivotally connect these partsQas hereinabove described. The stub shaft^159 is held by a bolt or pin 135, operating throu h a Vlongitudinalslot 136. The outer end o` the inclosed within a shell 161 of non-magnetic material, through which theY link 161 operates and is thereby guided in its slight longitudinal movement. The swinging movement of the bell-crank lever 160, in one direction, islimited by the engagement of the same with the guide rod 151. -The'lower arm of -the bell-crank lever 160 is in the form of a weight or enlarged head 165. lt is thus seen that when the electro-magnet 163 is energized, the armature 162 will be drawn toward the same whereby the bell-crank lever 160 will be swung in the saine direction. The

i electro-magnet 163 being connected with the ed or grounded with the carriage 152 movesvertically with the bellcrank lever 160. The two electro-magnets are connected in series and are consequently simultaneously energized and denergized, (see blockI C in Fig. 23). The electro-magnet 163 has one end of its framework of the engine. Y

The lpipe 118 (see Figs. 5, 7, and 1-1) leads into the lower portion o a valve shell 166, which is rigidly c'onnectedwith a lat plate 167, which is in turn rigidly connected with one of the upstanding bearings 83rby means of bolts 168, as shown. Connected with an extension or plate 169 formed upon the valve shell 166 is an upright or post 170, these parts being held together by bolts 171 or the like. Pivotally connected with the upper end of the post 170, as shown at 172, is a vertically swinging lever 173, which is forced upwardly by a spring 17-1. The upward movement of the lever 178 is limited b v a laterally eitending stop or finger 175, carried thereby and engaging the post 170, as shown. The lever 173 has a depression element 4176 connected therewith, whirhengages the upper end of a lvalve stem 177. This valve stem reciprocutes through a per-l forated stationary valve seat 178, which carries a depending annular flange 179. Rigidly connected with the valve stem 177 is a valve 180, provided with an opstanding annular flange 181, to receive the inner flange 179. The varlve 180 has a section of packing 182 disposed therein, which is engaged by the annular flange 17 9. The valve 180 is normally held seated by a colnpressible link 161 connectedY l178, as shown.

formed of laminated winding connect lto its uppermost 196 is provided with an opening spring 183, which engages the same and a removable plug'184, serving to close the lower end of the valve shell or casing 166.

The numeral 185 designates a pipe which v leads into the shell 166 above the valve seat The pipe 185 is connected with a whistle 186, suitably arranged within the cab. It is obvious that when the lever 178 is swung downwardly, the valve stem 177 will be moved downwardly, whereby the v alve 18() will be unseated and communication established between the pipes 118 and 185, to cause the whistle 186 to sound. The

lever 173, as clearly shown in Fig. 9, is provided With a lateral extension'187 which will be engaged or not engaged by an extension 188 formed upon bell-crank lever 160, depending upon whether or not the electromagnet 163 is 1energized or denergized. `Attention is called to the fact that extensions 187 and 188 have their lower and upper faces respectively beveled. lVhen theA carriage 152 has been elevated and begins to descend, the extension 188 will engage the extension 187, if the electro-magnet 163 is de'energized. If this mag` net should be energized, the extension 188 will not engage the extension 187 upon the downward movement of the carriage 152. It is obvious that when the extension 188 engages the extension 187, as above stated, the lever 173 will be swung downwardly for operating the whistle 186. y

Rigidly connected with the uppery end of the upstanding arm of the bell-crank lever 160 is a horizontal plate 189, provided with openings 190 and 191, which are disposed in different vertical planes, the opening 191 being disposed inwardly of the opening 190. At one end the horizontal plate 189 is provided with an extension or lug 192, provided upon its .lower surface with a. groove or recess 193, which is preferably V-shaped vin cross-section to receive an yex tension 191 formed upon 'the lower end of a reciprocatory rod'195, having a V-shaped upper portion, as shown. The reciprocatory rod 195 operates a caution signal 196, which is in the form of a plate carrying apertured ears or extensions 197, movably mounted upon a fixed guide rod 198. rounds the rod 198 plate 196 upwardly and tends to move the and will return the same position wheny released. The plate 200, whih is closed by a section ofgreen glass 261, which is the ordinary coloi` employed to designate caution.

he numeral 202 designates a portion .of a

the upstanding arm of the Y ioo the extension 194 A compressible coil spring 199 surshell or casing 'which surrounds or melones v these parts. The shell 202 is .provided with an opening 203, to be in registration withA vthe opening 201 when the plate 196 is -lowered. Rigidly mounted upon the recipro CI'eElSeS ca tory rod 195 is a conical element or head 204, which decreases in diameter downwardly. The clear signal device comprises a reciprocatory plate` 205 earring an apertured bracket 206, which is sllidably mount* ed upon a depending fixed guide rod 207. A compressible coil spring 208 surrounds the guide rod 207 and engages the bracket 206 to move the plate 205 downwardly, when the same is released. The plate 205 is provided with an opening 209, which is closed by a section of white glass 210. The opening 209 is adapted to be moved into registration with an opening 211 formed through the shell 202. Connected with the lower end of the plate 205 is a depending rod 212, haring a conical head 213 rigidly mounted thereon, which conical head in in diameter downwardly. The danger signal comprises a reciprocatory plate 214, carrying an apertured bracket 215 which receives a depending fixed guide rod 216, there being a spring 217 to force the plate 214 downwardly when the same is released. Rigidly connected with the lower end of the` plate 214 is a reciprocatory rod 218, having `a conical head 219 rigidly connected therewith, such conical head vincreasing in diameter downwardly. The plate 214 is provided with an opening 220, which is closed by a section of red glass 221,.which is the color ordinarily employed to indicate danger. The opening 220 .is adapted to be moved into registration with the opening*v 222, formed through the shell 202.

The numeral 223 designates a fixed bracket, having a horizontal rock-shaft 224 journaled therethrough. vRigidly mounted upon the rock-shaft 224 are holding pawls 225, 226, and 227, to engage respectively the heads 204, 213, and 219. The pawl 225 is adapted to hold, the head 204 against upward movement, the pawl `226 to hold the .head 213 against downward movement, and

the paw] 227. to hold the head 219 against downward movement. The rods 195., 212 and 218 operate through lixedguide sleeves 228, as shown. A spring 229 is provided,

` `which is adapted to turn the rock-shaft in one direction, to wit, in a direction to move the pawls into engagement with the heads. The pawls 225, 226 and 227 being all rigidl mounted upon a common rock-shaft 22 'when either' of the reciprocatory rods is moved to a position to expose the signal,l the other signal which is being exposed will be automatically releasedps the conical head will engage the pawl and turn lthe rockshaft. An electric bulb (not shown) or any other source of light may be disposed in wardly of the shell 202 or in the rear of the sections of glass, so that they may be readily seen at night. y

In order that the operation of the system may be more clearly understooch-itwill be assumed that an engine or train is in block A, wherebyr `the signal paddle 12* will assume the uppermost position, to indicate danger or stop, the paddle 12".its interme-`A diate position to indicate caution, 'andthe paddle 12c the lowermost position to indicate a clear block. The engine 54 is now .traveling froml the block D into or toward the block C, in the direction ofthe arrow.- When the shoe 60 is brought nto`engag' ment with the outerl permanently denergized or ramp extension 8 oivtheram seotion 6, the mechanically operated an elec- The shoe 60 now travelsy out of the opening 93, whereby the sleeve 85 is free, to turn in the sleeve 88.A In this. closed circuit current flows from one pole of the source of current.l9, through. armeture 18, contact 20', contact'20, wire 22, seg. ment 21, wire 41, electro-magnet 3 8, wire' 3Q, contact e0, segment 31, contact 4,2, wire 43';

ramp section 6, shoe 60, wire 62, electromagnets 103 and'lloneend of the magf net 163 b eing grounded to the 'fraie work of the engine) the frame work of the engine,

rail 1, and'through wire 19 back to the iopposite pole of the source of current. -When the shoe 60 continues to travel longitudinally of and in engagement with theramp section G, the same is elevated, which causes i 10,5 determined distance. The connecting means a vertical movement of the rod 81, for a. p re-.

between the shoe 60 and the rod 81, includy 'i ing the pivoted slotted link 69 and associated elements, is adapted to automatically disconnect ,the shoe and rod 81, when rod has been moved a predetermined dis-S tance. i The rod 81 will now swingthe cra-nk 86 upwardly, which will turn. the sleeve' 85.2.1 The bolt 95'having been moved out of theY opening 93, the turning of the sleeve 85 cannot now turn the sleeve 488 to effect a movement of the electro-magnet including-the winding 103 and the crank-91. It'is thust seen that the engine will not be stoppedv when the shoe 50 travels into engagement of the block C. As above stated, when the circuit isl closed, current passes through the electro-magnet 38- to lenergize the same..

lVhen this electro-magnet is energizedglthe holding pawl 37 will refleasethe roclshaft 2 7, 'whereby 'the gravity operated crank 32 will slowly turn the crank shaft in one di izo with the ramp section 6 at theentrance end.

. for its entire length and received current therefrom during such travel, is to protect the rear of the engine when the same enters 4the next block, in case the relay should fail t0 open upon the entrance of the engine into such block; it being borne in mind that the function of this relay in opening is to disconnect the ramp section 6 from the source of current. Vhen the shoe 60 travels into engagement with the insulation 7, the above referred to closed circuit .is opened and -a second circuit is closed when the shoe engages the ramp section 5. In this second 4closed circuit current flows from one pole of the source of current19 through armature 18, contact 2Q', contact 20, wire 22, segment 21, Contact 24, wire 44, ramp section 5, wire '62, electro-magnets 103 and 163, the frame work of the engine, rail 1, wire 19', and back to the 'opposite pole of the source of current 19. The rod 8l gradually descends as the shoe 60 travels toward the outer end of the ramp section 5. Upon the upward movement of the rod 81, as above stated, the carriage 152 and associated elements are` elevated. The electro-magnet 168, being energized, the armature 162 will swing the bellcrank lever 160 to the left, whereby the opening 190 will receive the danger signal operating rod or shaft' 218 and the clear signal operating rod or shat 212 will not. pass within the opening 191 but will engage the plate 189 to be elevated thereby. The clear signal 21OWill now be moved Within' the opening 211, the other signals bein disposed in their concealed positions. hepawl 226 will engage be* neath the conical element or head 213, for holding the signal 210 in itsupper or visible position. When the carriage 52 and associated elements descend, which takes place when the shoe 60 is traveling in engagement with the ramp section 5, toward the outer end thereof, the bell-crank' lever 160 will still be held adjacent the electro-magnet 163. The extension or tooth 192 will clear the extension 194 carried by the caution signal operating rod or shaft 195. The extension 192 moving in a `vertical plane inwardly of the extension 194 will not now ldraw the caution si nal operating rod or shaft 95 downwar 1y, thus allowing the clear si al 210 to remain in its uppermost or visib e position. It is thus seen that the engine will be allowed to pass the ramp 4 at the entrance end of the block C without being stopped and at the same time a clear signal will be displayed in the cab to indicate that the block is clear.

As soon as the engine travels into the entrance end of the block C' the normally closed track circuit 'Will be made through the engine, thus cutting the electro-magnets 15 ont of circuit. It is thus seen that'the ramp sections 6 and 5 at the entrance end of the block C are both disconnected from theA source of current 1.9, at the point 20. The engine now travels toward the ramp sections 6 and adjacent the entrance: end of the block B. The signal paddle 12 being disposed in its intermediate position, the

ramp section 6 will have electrical conneci tion with the source of current 19 while the ramp section 5 will be disconnected therefrom at the point 25. When the shoe .60 engages the ram-p section 6, a circuit is closed to energize the electro-magnets 103 and 163.

This circuit is the same as the one hereinabove traced in connection with the ramp section 6 at the entrance end 'of the block C and it is thought to be unnecesmry to'trace the same' again. being energized, the bolt will be .withdrawn .from the opening 93, `whereby the sleeve 85 cannot turn the sleeve 88: The electro-magnet 163 ,being energitedhe bellcrank lever 160 will be swung inwardly adjacent the electro-magnet, where'b' the danger signal operating rod or sha 218 will pass through the opening 190 upon the upward movement of the carriage 152 and associated elements. The clear signal operating shaft or rod 212 being in its uppermost' position cannot of course be further else. vated. When the shoe 60 engages the` inonlation '7 the circuit is opened whereby *e The electro-magnet 103 two electro-magnets 103 and 163 are'denerthe vertical arm of this bellizo Fig. 6) to prevent the bell-crank lever 160, .b

from swinging to the outermost position. The intermediate position of the plate 189 is shown by dotted lines in Fig. 6. The extension 192 will now be disposed in the same vertical plane lwith the extension 194, to engage therewith and draw the caution signalA operating rod 'or shaft 195 downwardly. When the rod or shaft 195 is drawn down- Wardly (see more particularly Fig. 11), the tapered head or element 2011 will engage the pawl 225 to swing the same outwardly to allow the head to pass it, such pawl finally engaging above the head 204 to hold the shaft 195 against upward movement. This movement of the pawl 225 turns the rockshaft 224, whereby the pawl 226 will be moved from beneath the tapered element or head 213. The spring 208 will then force the plate 205 downwardly, whereby the clear signal 210 vwill be moved downwardly to its concealed position before or about the time that the caution signal 201 is moved to its lower or visible position. The extension 18S, is also disposed in the same vertical plane with the extension 187 when the carriage 152 and associated elements are-in the uppermost position. When the carriage descends, as above stated, the extension 188 will engage the extension 187, to swing the same downwardly. The lever 173 is of course swung downwardly, whereby the element 17 (l will move the rod 177 downwardly. As more clearly shown in Fig. 14, the downward .movement of the rod 177 will unseat the valve 180, thus establishing communicatioli between the pipes 11S and '185, whereby air or steam will be supplied to the whistle 186, to sound the same. It is thus seen that when the engine enters the block-B, which is in the caution condition, two signals will be` given to indicate this condition, to wit, an audible signal and a visual signal. When the engine enters the block B the track circuit will, be made through the engine and the elec( o-magnet l5 cut out of circuit.

The signal paddle 12a being disposed in its uppermost or danger position, the rockshaft 27 at the entrance end of the block A. has been turned to rotate the roll 29 so that contact 40 has no engagement with the contact segment 31. The insulation block 25 now engages the stationary contact 23. lt is thus seen that both ra-mp sections (5 and 5 are disconnected from the source oiE current 1S). These ramp sections further disconnected from the source of current 19, at the point 20, the electro-magnet 15 being cut out of circuit owing to the presence of an engine in the block A. When the engine 5-1 travels into proximity to the ramp section G at the entrance end of the block A. the shoe G0 will engage with the same and he properly elevated. There is no closed circuit to energize the electro-magnets. The upward .movement of the rod S1. swings the crank SG upwardly, to turn the inner sleeve 85, which will now effect a` co-responding mown'wnt of the sleeve 88, as the bolt 95 exteni'ls into the opening 93 andselrves to rigidly lock these parts together. The electro-magi:et lll together with its shell. 104 and aasociaual elements and the crank 91 are swung in one direction.

The movement ot the eltaftro-magnet causesl the longitudinal movement of the pitman 125 which in turn swings the crank 124. This crank 124 turns the shaft 123, which shifts the rvalve 120 (see Fig. 15), to the position indicated by the dotted lines. It is thus seen that communication will be established between the pipes 117 and 121. Compressed air will now pass through pipe 115,

coupling 116, pipe 117, valve shell .119, and

pi e 121 into the cylinder 144. The piston 147` will be moved toward the forward end of the cylinder 144, to swing the throttle lever I128 inwardly for cutting off the supply of steam. The crank 91 which is simultaneously swung with the electro-magnet 103'.,

effects a longitudinal movement of the rack bar 109 (see Figs. 3 and 4), which rack bar -will turn the pinion 113 for applying the J the bell-crank-lever 160 is elevated, the horizontal plate 189 will engage the danger signal opera-ting rod or shaft 11S, to force the same upwardly, the clear signal operating rod or shaft 212, upon being released moving downwardly through the opening 191. Then the horizontal plate 189 descends, the arm or `weight 165 holds the vertical arln'of the bell-crank lever 1G() in its outermost position so that the extension 192 will be disposed in a vertical plane to the right or outwardly of the extension 194 and the extension 18S will be disposed in a vertical plane to thel right or outwardly ol the extension 187, whereby the caution signal means will not be operated and the danger signal will remain in its visible position. lt is thus seen that whenthe shoe (l0 travels into engagement 1 with the ramp sections (l and 5 at the `entrance end of the block A, a'visual danger signal will be shown in the cab. As more clearly shown in Fig. 5, `the opening 93 is much larger than the opening 94. By reason of this construction when the inner sleeve is turned in the direction ot' the arrow (the electro-magnet 103 being dcenergized) one wall of the opening 93 will engage the inner or lower end of the bolt or latch 95, whereby the outer sleeve SS is turned in theI same direction, for actuating the train stopping means. Thea `the inner sleeve 85 is turned in a reverse direction (owing to the size of the openilig 95.3 and the direction in which the saine extends) such inner sleeve willI not turn the outer sleeve, 

